The outgoing Shelby GT500 was all about violent, face-flattening velocity, teaming 662 upercharged horses with a solid rear axle. Ford's newest Shelby takes an entirely different approach. Based on the latest "S550" Mustang chassis, it wears a fully independent rear suspension and builds on that with magnetorheological dampers, unique, aero-uber-alles bodywork, and a naturally aspirated 5.2-liter V8 with the long-rumored flat-plane crankshaft. It's a thoroughly modern pony built for racetracks with apexes instead of those with burnout boxes. For the latter, the Dodge Boys have options if you're interested.

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A 5.2-liter all-motor monster

The V8 engine skips forced induction entirely in favor of a sky-high redline—8200 RPM—and that fancy flat-plane crank, like you might find in a Ferrari. For those unfamiliar, a flat crankshaft design involves attaching the crank pins at 180-degree intervals rather than the usual 90; this allows for a firing order that bounces back and forth between the two cylinder banks with little to no overlap in exhaust pulses.

The engine breathes better as a result, and Ford says that this 5.2 is the most powerful naturally aspirated engine the company has ever produced. Final output is still under wraps, but Ford says we should expect more than 500 horsepower and 400 lb-ft of torque. For comparison, the Boss 302 made 444 horses and 380 lb-ft from a naturally aspirated 5.0-liter V8, and the new Mustang GT gets 435 and 400 from its updated 5.0.

If there's anything flat-crank engines are known for beyond big revs and a bunch of power, it's their unique sound. On this point, Ford promises we won't be disappointed: "Make no mistake, this is an American interpretation of a flat-plane crankshaft V8, and the 5.2-liter produces a distinctive, throaty howl." The only transmission this engine can be paired with is a six-speed manual. Output is then routed to a standard-equipment Torsen limited-slip differential; a diff cooler can be ordered, and it feeds on airflow directed from the rear diffuser.

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Magnetic ride control and big, beefy brakes

As mentioned, the new Shelby features MagneRide, Ford's first-ever application of the continuously controlled magnetorheological damping system. This setup alters shock stiffness at each corner independently every 10 milliseconds based on the car's yaw angle and suspension load. The GT350 joins various General Motors vehicles—including the Corvette and the Camaro ZL1—the Audi TT and R8, and multiple Ferraris in offering the technology. In the Shelby, the suspension can be cycled through five modes, which also control steering effort, throttle sensitivity, the exhaust, and programming of the ABS and traction- and stability-control systems.

Compared with the regular Mustang GT, the Shelby has tweaked springs and bushings, a wider front track, and a ride height lowered by an as-yet-unspecified amount. The new Mustang is already a stiff piece, but Ford says rigidity is bolstered here by an injection-molded carbon-fiber-composite grille surround—yes, really, although we're a bit dubious of its effectiveness—and an optional lightweight strut-tower brace.

Unlike the carbon-ceramic-brake-equipped Camaro Z/28, Ford opted for two-piece iron rotors with aluminum hats for the GT350. They ought to deliver stupefying deceleration all the same, as they measure 15.5 inches up front and 15.0 inches at the rear. Six-piston Brembo calipers squeeze the front discs, while four-piston units are installed at the rear. The new Shelby rolls on 19-inch aluminum wheels—10.5 inches wide up front and 11 inches wide out back; ultra-sticky Michelin Pilot Super Sport rubber with a GT350-specific tread face, sidewall construction, and compound is standard.

As for aesthetics, every body panel forward of the A-pillar is unique to the GT350, with a lower, steeper aluminum hood designed to more tightly hug the engine below. A large central heat extractor maximizes underhood airflow and is said to reduce front-end lift.

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The rest of the story, for now...

Aluminum front fenders with larger flares cover the Shelby's wider rolling stock, while inner and outer fender venting extracts air from the wheel wells and sends it down the car's flanks. Inlets in the front fascia send air to the front brakes and—with the available Track Pack—to optional coolers for the transmission and engine oil. An aggressive Shelby-labeled front splitter will help downforce and make parking-lot curbing a headache. There's a low-profile decklid spoiler, an underbelly aero tray, and the aforementioned rear diffuser, too.

The 2016 Mustang GT benchmarked the old Boss 302 during its development, and the all-new pony delivered on that promise, jousting with Porsche and Ferrari as a finalist in our 2015 Performance Car of the Year testing. The Shelby GT350 is set to redefine everything we ever knew about not just the Mustang, but pony cars in general—Z/28 be damned. We don't normally advocate the sale of internal organs, but hey, if still you have both kidneys...

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